DE102013004886A1 - Control device for a bicycle - Google Patents

Control device for a bicycle

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Publication number
DE102013004886A1
DE102013004886A1 DE201310004886 DE102013004886A DE102013004886A1 DE 102013004886 A1 DE102013004886 A1 DE 102013004886A1 DE 201310004886 DE201310004886 DE 201310004886 DE 102013004886 A DE102013004886 A DE 102013004886A DE 102013004886 A1 DE102013004886 A1 DE 102013004886A1
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DE
Germany
Prior art keywords
bicycle
pedal force
transmission
ratio
assist motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
DE201310004886
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German (de)
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DE102013004886B4 (en
Inventor
Takeshi Takachi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shimano Inc
Original Assignee
Shimano Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP2012-087075 priority Critical
Priority to JP2012087075A priority patent/JP5276735B1/en
Application filed by Shimano Inc filed Critical Shimano Inc
Publication of DE102013004886A1 publication Critical patent/DE102013004886A1/en
Application granted granted Critical
Publication of DE102013004886B4 publication Critical patent/DE102013004886B4/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/10Controlling the power contribution of each of the prime movers to meet required power demand
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62MRIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M25/00Actuators for gearing speed-change mechanisms specially adapted for cycles
    • B62M25/08Actuators for gearing speed-change mechanisms specially adapted for cycles with electrical or fluid transmitting systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62MRIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40Rider propelled cycles with auxiliary electric motor
    • B62M6/45Control or actuating devices therefor
    • B62M6/50Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof

Abstract

A bicycle control device is configured to control a bicycle having a transmission and an electric drive assisting motor that drives an impeller. The bicycle control device has a pedal force detector and a controller. The pedal force detector detects a pedal force. The controller has a control section that controls the electric drive assist motor according to a pedal force detected by the pedal force detector. The control section increases a ratio of the output of the electric drive assisting motor with respect to the pedaling force after completion of downshifting of the transmission and subsequently decreasing the ratio of the output of the electric drive assisting motor with respect to the pedaling force.

Description

  • The present application claims the priority of Japanese Patent Application No. 2012-087075 , which was submitted on April 6, 2012. On the revelation of Japanese Patent Application No. 2012-087075 is fully referred to.
  • BACKGROUND
  • Field of the invention
  • This invention relates generally to a control device for a bicycle which controls a bicycle with a transmission and an electric motor for driving assistance.
  • background information
  • Electrically assisted bicycles that assist driving by helping a person pedal with a motor force are becoming more and more popular. The Japanese Patent Laid-Open Publication No. 9-58569 discloses an electrically assisted bicycle equipped with a transmission. In this bicycle, a force applied by a person to a pedal force transmitted by means of a chain to the transmission, changed or modified according to the transmission ratio of the transmission and then transmitted to the rear wheel. The bicycle is further equipped with an electric assist motor configured to transmit a driving force to the rear wheel.
  • In the in the Japanese Patent Laid-Open Publication No. 9-58569 disclosed bicycle decreases when downshifting and downshifts the transmission, the pedaling force and the supporting force produced by the electric assisting motor reduces because it is determined depending on the pedaling force. As a result, the assist force appears to be insufficient when an incline is to be dealt with, which is a case in which, in particular, assistance from the electric assist motor is desired.
  • An object of the present invention is to improve the ride comfort of a bicycle which is assisted by an electric assist motor.
  • A bicycle control device according to a first aspect is configured to control a bicycle having a transmission and an electric assist motor that drives an impeller. The bicycle control device includes a pedal force detector and a controller. The pedal force detector detects a pedal force. The controller has a control section that controls the electric assist motor in accordance with a pedal force detected by the pedal force detector. The control section increases the ratio of an output of the assist electric motor with respect to the pedal force when downshifting the transmission, and subsequently lowers the ratio of the output of the assist electric motor with respect to the pedal force.
  • In this bicycle control device, the electric assist motor is controlled in accordance with the pedal force detected by the pedal force detector, and the ratio of the output of the assist electric motor with respect to the pedal force after a downshift increases, which will weaken the assist power of the assist electric motor, as a result of decreasing the pedal force , Consequently, even if the pedal force decreases after a downshift, a decrease in the assisting force can be avoided. As a result, the tendency for a rider to feel that the assist force is insufficient after a downshift can be avoided, and ride comfort can be improved.
  • Also, after the ratio of the output of the assist electric motor with respect to the pedal force has been increased, the ratio of the output of the assist electric motor with respect to the pedal force is reduced. As a result, the consumption of electric power necessary for operating the electric assist motor can be reduced.
  • A preferred bicycle control device further comprises a gait state detector configured to detect a position of the transmission. The control section determines whether a downshift of the transmission has been completed based on the detection result of the gear state detector. In this aspect, the control section may determine that the downshift has been completed when the transmission has transitioned to a post-downshift state.
  • A preferred bicycle control device further includes a gait state detector configured to perform a gear shift operation of the transmission and a gait state detector configured to detect a position of the gearshift switch. The control section determines whether the transmission downshift has been completed based on a detection result of the gait state detector. In this aspect, the control section can determine a downshift has been completed when the transmission has changed to the post-downshift state.
  • In a preferred bicycle control, the control section reduces the ratio of the output of the electric assist motor with respect to the pedal force by returning the output of the electric assist motor to a state that existed before the output was increased. In this aspect, because the ratio of the output of the electric assist motor with respect to the pedal force is restored to the ratio existing before the increase, the ratio of the output of the assist electric motor with respect to the pedal force can be kept constant for each gear.
  • A preferred bicycle control device further comprises a fixed state detector which detects a predetermined state. The control section reduces the ratio of the output of the assist electric motor with respect to the pedal force when the fixed state detector detects a predetermined state. In this aspect, the ratio of the output of the electric assist motor with respect to the pedal force remains increased until the set state is detected. As a result, the output of the electric assist motor can be prevented from being undesirably reduced.
  • In a preferred bicycle control device, the fixed state detector detects the set state as a rotational speed of a crank of the bicycle exceeding a predetermined rotational speed. If the rotational speed of the crank becomes faster than the predetermined rotational speed after the downshift, it can be considered that the speed of the bicycle has increased by a certain degree, and the assist power is reduced to reduce the consumption of electric power.
  • In a preferred bicycle control device, the fixed state detector is a crank rotational speed sensor which detects the rotational speed of the crank of the bicycle.
  • In a preferred bicycle control device, the fixed state detector detects the set state after a predetermined period of time after the downshift is detected as completed. In this aspect, the configuration is simple because the ratio of the output is reduced based on a period of time measured by a time measuring device.
  • In a preferred bicycle control device, the fixed state detector includes a timer. In this aspect, the fixed state can be detected based on a timer included in the control section.
  • In a preferred bicycle control device, the transmission is an internal transmission.
  • In a preferred bicycle control device, the transmission is an external transmission.
  • In a preferred bicycle control device, the electric assist motor is attached to one of the wheels of the bicycle, i. H. a front wheel or a rear wheel, or provided a frame of the bicycle.
  • A bicycle control method according to the invention is a method of controlling a bicycle having a transmission and an electric assist motor that drives an impeller. The bicycle control method includes detecting a pedal force applied to the bicycle, detecting downshifting of the transmission, and increasing a ratio of the output of the assist electric motor with respect to the pedal force after downshifting of the transmission has been completed, and subsequently reducing a ratio of the output of the assist electric motor Respect to the pedal force.
  • In this bicycle control method, the electric assist motor is controlled according to the pedal force detected by the pedaling force detection section, and the ratio of the output of the assist electric motor with respect to the pedaling force is increased after a downshift, which will cause the assisting force of the assist electric motor to be weakened as a result Decrease in pedal force. Consequently, the decrease of the assisting force can be suppressed even if the pedaling force decreases after a downshift.
  • In the disclosed bicycle control device, the ratio of the output of the assist electric motor with respect to the pedal force after a downshift is increased, which will cause the assist power of the assist electric motor to be weakened due to a decrease in the pedal force. Consequently, the decrease of the assisting force can be suppressed even if the pedal force decreases after a downshift and the tendency of a driver to get the impression that the support force is insufficient after a downshift can be suppressed. As a result, the ride comfort can be improved.
  • BRIEF DESCRIPTION OF THE DRAWINGS
  • Reference will now be made to the accompanying drawings, which form a part of this original disclosure:
  • 1 Fig. 11 is a side view of a bicycle equipped with a bicycle control device in accordance with a first embodiment;
  • 2 Fig. 15 is a perspective view showing a gear shift unit attached to a handlebar;
  • 3 Fig. 10 is a block diagram of the bicycle control device in accordance with the first embodiment;
  • 4 Fig. 10 is an enlarged side view of a crank arm with a crank rotational speed sensor;
  • 5 Fig. 10 is a flowchart showing control operations executed by the assist power control unit;
  • 6 Fig. 10 is a side view of a bicycle equipped with a bicycle control device in accordance with a second embodiment;
  • 7 is a block diagram, corresponding to 3 the bicycle control device in accordance with the second embodiment;
  • 8th is a flowchart, corresponding to 5 showing control operations executed by the assist power control unit of the second embodiment; and
  • 9 is flowchart, corresponding to 5 , showing control operations performed by the assist power control unit of another embodiment.
  • DETAILED DESCRIPTION OF THE EMBODIMENTS
  • Selected embodiments will be explained below with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are given for the purpose of illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.
  • 1 shows a bike 101 , which is equipped with a bicycle control device according to a first embodiment. The bike 101 in a nutshell, includes a framework 102 , a handlebar unit 104 , a display device 124 , a front wheel 106 , a rear wheel 107 , a chain 110 , a crankset 116 , an internal transmission 120 , a rear luggage rack 130 , an accumulator 134 , a support motor unit 140 , a controller 117 , which forms part of the bicycle control device, and a front wheel brake device and a rear wheel brake device, which are not shown in the drawings. The chain 110 , the crankset 116 , the controller 117 , the internal transmission 120 and the supporting motor unit 140 are parts of a bicycle drive system of the bicycle 101 to drive the bike 101 ,
  • The frame 102 has a frame body 111 and a front fork 112 , The front fork 112 is at a front portion of the frame body 111 fixed so that it can pivot about an angled axis. A saddle 94 , the handlebar unit 104 and other components are attached to the frame 102 attached.
  • The crankset 116 includes a crank axle 116a and a left-right pair of crank arms 116b and 116c at axially opposite ends of the crankshaft 116a are provided, and are arranged rotated 180 degrees to each other. The crankshaft 116a is rotatable in a bottom bracket section 127 of the frame body 111 stored. Pedals are at the free ends of the left and right crank arm 116b and 116c attached. The chain 110 is on a front chainring, which is attached to the right crank arm 116c is attached, and arranged on a rear pinion, which on a hub gear 121 the internal transmission 120 (will be explained later) is arranged.
  • As in 3 to see includes the internal transmission 120 the hub gear 121 , a gear change engine 122 , a motor drive 123 and a switching state sensor 98 , The hub gear 121 is through the chain 110 driven and is in a middle section of the rear wheel 107 arranged. The hub gear 121 has a variety of aisles, z. B. 8 gears. The hub gear 121 is a gear change mechanism having a planetary gear. The gear change engine 122 is to the hub gear 121 coupled and serves to electrically drive the gear change mechanism. The motor drive 123 receives a signal from a switching control unit 118 (will be explained later) and drives the gear change motor 122 at. The gear condition sensor 98 detects the gear state of the hub gear 121 that is, which of the gears is in an engaged state. The gear condition sensor 98 is an example of a gait state detection section or a gait state detector and is used e.g. B. realized with a potentiometer. The detection result of the Gait condition sensor 98 is sent to the shift control unit 118 and the assist power controller 119 cleverly. Likewise, the rear brake device to the hub gear 121 coupled.
  • The handlebar unit 104 has a handlebar stem 114 , which is attached to an upper portion of the front fork 112 is attached and a handlebar 115 attached to the handlebar stem 114 is attached. A brake lever and a handle 115a are at each end of the two ends of the handlebar 115 attached.
  • As you can see in 2 , is a gearshift unit 90 to the handlebar 104 near the handle 115a attached. The gearshift unit 90 is a single unit which has a first switch button 91 , a second shift button 92 and an operating wheel 93 integrated. The first and second switch buttons 91 and 92 and the operating wheel 93 are positioned so that a person can operate them by hand while the handle 115a is seized. The first and second switch buttons 91 and 92 are push buttons. The first shift button 91 on the left is a button to shift from a low gear to a higher gear. The second shift button 92 on the right is a downshift button from a higher gear to a lower gear. The operating wheel 93 is a wheel for switching between two shift modes and a park mode and has three detent positions P, A, and M. The two shift modes are an automatic shift mode (A) and a manual shift mode (M). The automatic shift mode is a mode in which the hub gear 121 the internal transmission 120 is automatically switched based on a bicycle speed signal from a bicycle speed sensor 143 (will be explained later). The manual shift mode is a mode in which the hub gear 121 is switched to any desired Ga by operating the first and second switch operation buttons 91 and 92 , The parking mode is a mode in which the rotation of the rear wheel by locking the hub gear 121 is prevented.
  • The display device 124 is at the handlebar 115 attached. The display device 124 has a liquid crystal display and serves to provide information such as the shift mode, the speed of the bicycle, the gear position, the distance traveled and the remaining capacity of the battery 134 display.
  • The rear porter 130 is a rear portion of the frame body 111 attached. A rear porter unit 133 which the controller 117 is at the rear luggage rack 130 attached. The accumulator 134 will be removable in the rear luggage carrier unit 133 Installed. The accumulator 134 serves as an energy source for the gear change motor 122 , the support engine 142 (will be explained later), the controller 117 and other parts that need electrical power to operate. The accumulator 134 is a Speicherakkumulator, which z. B. a nickel chlor cell or a lithium ion cell used. A taillight 139 is on the accumulator 134 fixed so that both form an integral unit.
  • The support engine 140 is at a central portion of the front wheel 106 attached and serves a driving support force on the front wheel 106 applied. It is conceivable that a front brake device z. B. comprises a roller brake, which is connected to the support motor unit 140 is coupled. If the front brake device does not contact the support motor unit 140 coupled, then the front brake device on the front fork 112 to be provided. As in 3 to see are the drive assist motor 142 , a motor drive 141 and the bicycle speed sensor 143 inside the support motor unit 140 provided. The drive assist motor is an example of an electric drive assist motor. The drive assist motor 142 is z. B. a three-phase brushless DC motor or an AC motor. The inverter or motor drive 141 converts a direct current from the energy storage section 134 is output, into an alternating current suitable for the assist motor 142 drive. The bicycle speed sensor 143 detects the rotational speed of the drive assist motor 142 ie the speed of the bike 101 ,
  • The support motor unit 140 generates an additional torque corresponding to a pedal force of the driver using the drive assist motor 142 , The torque corresponding to the pedal force of the driver is z. B. a torque equal to the product of the on the crankshaft 116a acting torque and a specified value. The torque of the drive assist motor 142 gets on the rear wheel 107 transfer. The pedal force occurs when a driver depresses the pedal 113 pushes down and is controlled by a pedal force sensor 95 detected. The pedal force can z. B. expressed by a torque which is on the crankshaft 116a acts. The pedal force sensor 95 is an example of a pedal force detecting section or a pedal force detector. The drive assist motor 142 is based on a crank rotation speed sensor 96 controlled. The crank rotation speed sensor 96 is an example of a component for detecting a fixed state.
  • The pedal force sensor 95 is at the bottom bracket section 127 of the frame 102 attached. The pedal force sensor 95 detects a torque of the crankshaft 116a in a non-contact manner or by touching the crankshaft 116a or the crank arm 116b , the pedal force sensor 95 is z. B. 1) a magnetoresistive sensor comprising a magnetoresistive element which is connected to the crankshaft 116a and a detection coil disposed opposite to the magnetoresistive element, 2) a stress strain gauge mounted on the crankshaft 116a or the crank arm 116b or 3) a stress strain gauge disposed on a bearing portion which is the crankshaft 116a outsourced. The pedal force sensor 95 is not limited to these configurations and may be any sensor whose output changes, corresponding to that on the crankshaft 116a acting torque. The pedal force sensor 95 sends a signal to the controller 117 , which corresponds to that on the crankshaft 116a acting torque changes.
  • The crank rotation speed sensor 96 detects a magnet 97 , which at a base end of the left crank arm 116b is arranged as in 4 to see. The crank rotation speed sensor 96 used z. B. a Hall element, a reed switch or another magnetic force detecting element. The crank rotation speed sensor 96 is at the bottom bracket section 127 fastened in such a position that it is opposite the magnet 97 is located.
  • The controller 117 forms part of the bicycle control device and is within the rear porter carrier unit 133 arranged as explained above. The controller 117 has a microcomputer and serves to control electrical components to which it is electrically connected. The controller 117 has a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an I / O interface and a timer 126 and includes several functional sections. As you can see in 3 have the functional sections of the controller 117 a backup power control unit 119 on which the output power of the drive assist motor 142 controls, and a gear shift control unit 118 , which the gear change engine 122 the internal transmission 120 controls. The backup power controller 119 FIG. 10 is an example of a control section programmed to execute a control program to the electric drive assist motor 142 to control in accordance with a pedal force, which by the pedal force sensor 95 is detected.
  • The controller 117 receives information from sensors and commands resulting from operations performed by a person. The controller is more accurate 117 electrically with the first switch button 91 , the second shift button 92 , the operating wheel 93 , the bicycle speed sensor 143 , the pedal force sensor 95 , the crank rotation speed sensor 96 and the gait condition sensor 98 connected.
  • In a assist mode, the assist power controller controls 119 the controller 117 the drive assist motor 142 so that the drive assist motor 142 generates a supportive force equal to the product of the driver's pedaling force and a set value. The backup power controller 119 controls the drive assist motor 142 according to a variety of support modes. More specifically, the backup power controller has 119 three support modes, namely, a high assist mode which supports with an assist force of up to a maximum of 2 times the pedal force, a mid assist mode which supports with an assist force up to a maximum of 1.5 times the pedal force, and a low assist mode; which supports with a support force up to a maximum of 1 times the pedal force. The backup power controller 119 also has an off-mode in which it does not provide support. It is conceivable that the assist modes are changed using a switch, not shown, attached to the handlebar assembly 104 is provided or using the operating wheel 93 ,
  • The gear shift control unit 118 the controller 117 serves to control the gear change motor 122 , so the hub gear 121 changes to another gear. The gear shift control unit 118 either controls the gear change motor 122 in accordance with a switching command resulting from an actuation of the first or second switch operating button 91 or 92 is output or controls the speed change motor 122 in accordance with an automatically generated command based on the bicycle speed.
  • When a person enters the manual shift mode by setting the operating wheel 93 has selected in the latching position M, performs the gear shift control unit 118 an upshift from a low gear to a higher gear when the first shift button 91 is pressed, and performs a downshift from a higher gear to a lower gear when the second shift button 92 is pressed. That is, the gear shift control unit 118 Notes that a gear shift command has been issued when either the first or second shift button is pressed 91 or 92 is pressed.
  • When a person enters the automatic shift mode by setting the operating wheel 93 has selected in the rest position A, the gear shift control unit 118 determines whether it is necessary to make a gear change based on the bicycle speed information obtained by a signal from the bicycle speed sensor 143 is expressed. If it determines that a gear change is necessary, then the gear shift control unit sends 118 a switching command to the motor drive 123 , which is the gear change motor 122 the internal transmission 120 drives.
  • The control actions performed by the backup power control unit 119 during a downshift will be described below with reference to FIGS 5 explained in more detail. Regardless of whether the manual shift mode or the automatic shift mode is selected, the assist power control unit performs 119 during the downshift, control according to the flowchart in FIG 5 to the ratio of the output of the drive assist motor 142 to change with respect to the pedal force.
  • The reasons for changing the ratio of the output of the drive assist motor 142 With regard to the pedal force in downshifting, as follows: In both the manual shift mode and the automatic shift mode, downshifting often occurs when accelerating or decreasing the bicycle speed because it starts to start up a hill. After the pedal force decreases, when the transmission is downshifted, the assist force decreasing by the drive assist motor decreases 142 is provided corresponding to the pedal force when the output power of the drive assist motor 142 is controlled in a fixed relationship with respect to the pedal force. As a result, the driver will feel that the supportive power is insufficient. Opposite when the ratio of the output of the drive assist motor 142 with respect to the pedaling force is increased at the time of downshifting, then the decrease of the assisting force can be suppressed even if the pedaling force of the driver decreases, and the riding comfort can be improved.
  • If a gear change request, the desire to change gears of the hub gear 121 indicates, ie, a shift command is issued, sets the assist power control unit in step S1 119 determines whether the gear shift request is a downshift request. In the automatic shift mode, the determination is made based on a shift command issued by the shift control unit 118 is issued. In the manual shift mode, the determination is based on whether the second shift button 92 was pressed. If it determines that the shift command is for a downshift, then the assist power control unit changes 119 from step S1 to step S2. If it determines that the shift command is not for a downshift, then the assist power controller skips 119 the subsequent steps and ends the control sequence. In step S2, the assist power control unit waits 119 that the downshift (downshift) is completed. The completion of the downshift is determined based on e.g. B. a detection result of the Gait state sensor 98 , Consequently, when the Gait condition sensor 98 detects that the hub gear 121 has transitioned from one gear to a lower gear, provides the assist power control unit 119 determines that the downshift is complete.
  • When the downshift is completed, the assist power control unit changes 119 from step S2 to step S3. in step S3, the assist power control unit increases 119 the support force, which from the drive assist motor 142 is delivered by sending a signal to the motor drive 141 Regardless of which support mode is selected. Specifically, the backup power controller increases 119 the ratio of the output of the drive assist motor 142 with regard to the pedal force. For example, the ratio is increased to be 5% to 30% greater after the change than before the change. It is conceivable that the value of the ratio is set separately for each gear. In such a case, the value of the changed gear ratio may be set differently for each gear and may be set to a gear ratio which is appropriate in view of the characteristics of the transmission. With respect to the changed ratio, it is also conceivable to provide an operating switch for changing the gear ratio on the operating unit 90 so that the gear ratio can be changed using the Actuating switch. However, the ratio of the output is only increased up to an upper limit of the respective assist mode (for example, 1 times the pedal force in the low assist mode, 1.5 times the pedal force in the mid assist mode and 2 times the pedal force in the high assist mode) if the increase would cause the ratio of the output to exceed the upper limit.
  • Subsequently, the assist power control unit waits 119 in step S4, that the rotational speed of the crank 116 exceeds a specified cranking speed. It is conceivable that the set crank rotation speed is a preset rotation speed value set in advance or a rotation speed value that is set based on the crank rotation speed detected immediately before the gear shift operation. A preset rotational speed is z. B. in the range of 15 to 25 revolutions per minute. With regard to the preset rotational speed, it is conceivable to provide an actuating switch to the preset rotational speed on the actuator unit 90 so that the preset rotational speed can be changed using the operation switch. When the set crank rotation speed is set based on the crank rotation speed detected just before the gear shift operation, the set crank rotation speed z. To a predetermined value in the range of 110% to 200% of the cranking rotational speed detected immediately before the gearshift, or to a value obtained by multiplying the cranking rotational speed detected immediately before the gearshifting operation by a preset multiplier has been set. It is conceivable to set the specified crank rotation speed separately for each gear. In such a case, the value for the specified crank rotation speed may be set differently for each gear and may be set to a crank rotation speed that is appropriate in accordance with the characteristics of the transmission.
  • In step S4, the determination of whether the crank rotation speed is satisfied based on a detection result of the crank rotation speed sensor 96 met. The crank rotation speed sensor 96 emits a pulse every time the crank 116 completes one revolution and thus the crank rotation speed can be detected based on the frequency of the pulse signals. If it detects that the crank rotation speed exceeds the set crank rotation speed value, the assist power control unit changes 119 to step S5.
  • In step S5, the assist power control unit clears 119 the increased state of the output power of the drive assist motor 142 which has been set in step S3. Specifically, the backup power controller sets 119 the ratio of the output of the drive assist motor 142 with respect to the pedal force from the elevated state to the previous state. As a result, the ratio of the output of the drive assist motor 142 reduced with respect to the pedal force. When step S5 is completed, the output power control sequence associated with the downshift is ended. The process of 5 is performed before a subsequent shift occurs.
  • If a subsequent shift occurs before step S2 after a downshift is completed based on the subsequent shift operations, the assist power control unit may 119 the controller 117 on the step S3 in 5 switch. In this case, the ratio of the output of the drive assist motor 142 with respect to the pedal force, greater than the ratio based on only one downshift.
  • When a subsequent switching operation occurs in steps S3 or S4, the assist power control unit may 119 the controller 117 the increased ratio of the output of the drive assist motor 142 with respect to the pedal force and continue from step S2 on. When a subsequent switching operation occurs in step S5, the assist power control unit may 119 the controller 117 stop the process of step S5 and the increased ratio of the output of the drive assist motor 142 with respect to the pedaling force and continue from step S2.
  • Although the completion of the gear shift is detected in step S2, based on a detection result of the gear state sensor 98 , which on the hub gear 121 is provided, it is conceivable that the downshift is completed when a predetermined small amount of time has passed after the downshifting switching command is issued. Although in step S4, the assist power control unit 119 determines whether the crank rotation speed has exceeded a predetermined crank rotation speed, which is based on the result of the crank rotation speed sensor, the present invention is not set to such a configuration. For example, it is conceivable to set the cranking speed based on the Rotational speed of the wheels, which of the bicycle speed sensor 143 and the gear state, which is determined by the gear state sensor 98 and then use the calculated cranking rotational speed to determine if the specified cranking rotational speed has been exceeded.
  • While the first embodiment is an example in which the transmission of the bicycle is an internal transmission, the second embodiment is an example in which the transmission is an external transmission 220 is.
  • 6 shows a bike 201 using a bicycle control device according to the second embodiment. The bike 201 in a nutshell, includes a frame 202 , a handlebar unit 204 , a display device 224 , a front wheel 206 , a rear wheel 207 , a chain 210 , a crankset 216 , an external transmission 220 , a rear luggage rack 230 , an accumulator 234 , a support motor unit 240 , a controller 217 , which forms part of the bicycle control device, and a front brake device and a rear brake device, which are not shown in the drawings.
  • The frame 202 , the crankset 216 , the handlebar unit 204 , the rear luggage carrier 230 , the support motor unit 240 , the pedal force sensor 195 and the display unit 224 are substantially the same as in the first embodiment. Consequently, the reference numerals of these parts, as they are in 6 and 7 are shown, the reference numerals of the parts of the first embodiment with 100 added thereto and explanations of these parts are not given. However, the front fork is 212 provided with a spring function. Likewise, the bicycle speed sensor becomes 243 used in the assist power control and not in the gearshift control.
  • The external transmission 220 is a cable-operated transmission, which connects to a front gearshift 190f and a rear gear switch 190r is connected, shown in 7 , in turn, to the handlebar unit 204 are mounted with shift cables. As a result, the controller is 217 not equipped with a shift control unit as a functional section.
  • As you can see in 7 is the front gear switch 190f with a front gear position sensor 198f and the rear gear switch 190r with a rear gear position sensor 198r provided, which serve to detect the switching state. The front gear position sensor 198f and the rear gear position sensor 198r are examples of a component for detecting a gait state or a gait state detector. The front gear position sensor 198f and the rear gear position sensor 198r are z. B. each in the front gearshift 190f and the rear gear switch 190r Provides and detect the rotational positions of the cable coils of the switch, which corresponds to the gear positions. The front gear position sensor 198f and the rear gear position sensor 198r be z. B. realized with potentiometers.
  • The front gearshift 190f is z. B. on the handlebar 215 disposed adjacent to the front brake lever on the inner side of a portion to which the front brake lever is attached. The rear gearshift 190r is z. B. on the handlebar 215 disposed adjacent to the rear brake lever on the inner side of a portion to which the rear brake lever is attached.
  • The external transmission 220 includes a front derailleur 220f and a rear derailleur 220r how to see in 6 , The front derailleur 220f serves the chain 210 on any of a variety of (eg, three) front sprockets 225f to place, which have different diameters. The rear derailleur 220r serves the chain 210 to place on any one of a plurality of (eg ten) rear sprockets having different diameters.
  • The controller 217 forms part of the bicycle control device and is within the rear porter carrier unit 230 arranged as explained above and serves to control electrical components to which it is electrically connected. The controller 217 has the same hardware configurations as in the first embodiment. Regarding functional sections, the controller has 217 No switching control unit as explained above, but it has a backup power control unit 219 ,
  • The controller 217 receives information from sensors and commands resulting from a person's actions. The controller is more accurate 217 electrically with the front gear position sensor 198f , the rear gear position sensor 198r , the bicycle speed sensor 243 and the pedal force sensor 195 connected.
  • In a support mode similar to the first embodiment, the assist power control unit controls 219 the controller 217 the drive assist motor 242 so that the drive assist motor 242 an assist force equal to the product of the pedal force of the driver and gives a set value. The backup power controller 219 controls the Power assist motor 242 according to a variety of support modes. The backup power controller 219 also has an off-mode in which it does not provide support. It is conceivable that the assist modes are changed using a switch (not shown) attached to the handlebar assembly 204 or using the switch attached to the display device 224 is provided.
  • The control operations performed by the backup power control unit 219 during a downshift, will now be described below with reference to FIGS 8th explained. When a downshift occurs, the assist power controller performs 219 a controller according to the flowchart in 8th to the ratio of the output of the drive assist motor 242 to change with respect to the pedal force.
  • In step S11 of 8th Provides the backup power control unit 219 determines whether a downshift was performed and whether the gearshift was completed to a lower gear. This determination is achieved by determining if the front gearshift 190f or the rear gear switch 190r was pressed so that a downshift was performed. Specifically, the backup power controller provides 219 determined that the downshift was completed when the shift position, which by the front gear position sensor 198f or the rear gear position sensor 198r changes to the downshift switch position. When it determines that a downshift has been performed and the downshift is completed, the assist power control unit changes 219 from step S11 to step S13. If it determines that the downshift is not completed, the assist power controller skips 219 the subsequent steps and ends the control sequence.
  • In step S13, the assist power control unit increases 219 the support force, which from the drive assist motor 242 is delivered by sending a signal to the motor drive 242 Regardless of which support mode is selected. Specifically, the backup power controller increases 219 the ratio of the output of the drive assist motor 242 with respect to the pedal force to a higher ratio, similar to the first embodiment. However, the ratio is increased only to an upper limit of the respective assist mode (for example, 1 times the pedal force in the low assist mode, 1.5 times the pedal force in the mid assist mode, and 2 times the pedal force in the high assist mode) Increase would cause the ratio of the output would exceed the upper limit. Subsequently, in step S14, the assist power control unit waits 219 on the speed of the bike 201 exceeds a specified value. It is conceivable that the fixed speed is a preset speed or z. B. is a speed that is determined based on the speed that was measured immediately before the gear shift. The default speed is z. In the range of 5 km / h to 10 km / h. With regard to the preset speed, it is also conceivable to provide an operating switch for changing the preset speed on the operating unit 90 so that the set speed can be changed by using the operation switch. When the set speed is set based on the speed detected immediately before the gear shift, the set speed z. B. set to a predetermined value in the range of 70% to 100% of the speed, which was detected immediately before the gearshift, or set to a value obtained by multiplying the speed, which was detected immediately before the gear change operation, by means of a preset multiplier. It is conceivable to set the value of the set speed separately for each gear. In this case, the value of the set speed may be set differently for each gear and may be set to a speed which is appropriate in accordance with the characteristics of the transmission.
  • The determination made in step S13 is made e.g. B. based on the detection result of the bicycle speed sensor 243 obtained. When a crank rotational speed sensor is used in place of a bicycle speed sensor, a gear ratio may be determined based on the detection result of the crank rotational speed sensor and the detection result of the front gear position sensor 198f and the rear gear position sensor 198r The bicycle speed can be calculated by multiplying the gear ratio by the crank rotational speed obtained from the crank speed rotation sensor. In this case, it is also conceivable that, instead of determining whether the bicycle speed has exceeded a set value, whether the crank rotation speed has exceeded a set crank rotation speed value based on the detection result of the crank rotation speed sensor as performed in the first embodiment. Consequently, in the second embodiment, the bicycle speed sensor 243 an example of one Detection section for a fixed state or a detector for a fixed state.
  • When the backup power control unit 219 determines that the bicycle speed has exceeded the set value, it goes to step S15. In step S15, the assist power control unit clears 219 the increased output state of the drive assist motor 242 set in step S13. Specifically, the backup power controller sets 219 the ratio of the output of the drive assist motor 242 with respect to the pedal force from the elevated state to the original ratio. As a result, the ratio of the output of the drive assist motor 242 reduced with respect to the pedal force. When step S15 is completed, the control sequence associated with the downshift is completed. This process of 8th is executed before a subsequent gear shift occurs.
  • When a subsequent gear shift operation occurs before step S11 after a downshift to the subsequent gear shift operation is completed, the assist power control unit may 219 the controller 217 to step S13 of 8th Continue. In this case, the ratio of the output of the drive assist motor 242 with respect to the pedal force, greater than the ratio based on only one downshift.
  • When a subsequent switching operation occurs in step S13 or S14, the assist power control unit may 219 the controller 217 the increased ratio of the output of the drive assist motor 242 maintained with respect to the pedaling force and continue from step S11 on. When a subsequent switching operation occurs in step S15, the assist power control unit may 219 the controller 217 stop the process of step S15 and the increased ratio of the output of the drive assist motor 242 with respect to the pedaling force and continue from step S11.
  • In step S11, the determination of whether the downshift is completed is achieved by determining, based on the detection result of the front gear position sensor 198f or the rear gear position sensor 198r and a determination as to whether a downshift has not yet been made. However, it is conceivable to make a determination as to whether a downshift has been made. For example, a potentiometer, which is normally provided on the cable spool of each of the front gear switch and the rear gear switch, detects whether the cable spool is rotating in a winding direction or a releasing direction. Based on the output of the sensor, it can be determined whether there is a downshifting operation by detecting whether the cable spool has been rotated in the winding direction or the releasing direction.
  • Consequently, even if the transmission is manual, by increasing the ratio of the output of the drive assist motor 242 With respect to the pedal force at the time of downshifting, the decrease of the assisting force can be suppressed even if the pedaling force of the driver decreases and the riding comfort can be improved in the same manner as in the first embodiment.
  • Although an embodiment of a bicycle control device according to the present invention has been presented hereinbefore, the present invention is not limited to the embodiments and their various modifications that can be made thereof without departing from the scope of the invention as defined by the appended claims ,
  • In the first embodiment, the bicycle has 101 the hub gear 121 the internal transmission 120 , which on the rear wheel 107 is mounted. Instead, it is conceivable that the bicycle control device is mounted on a bicycle having a transmission installed on the crankshaft and configured to change gears using a planetary gear.
  • Although, in the above-described embodiments, the ratio of the output of the drive assist motor with respect to the pedal force has been restored from the boosted state to its original state when the crank rotation speed exceeds the set crank rotation speed or when the bicycle speed exceeds the set bicycle speed, the invention is not limited thereto to reset the value to its original value and not to any of these timings. For example, as in 9 10, the ratio of the drive assist motor is reset to its original value when a predetermined period of time has elapsed since the ratio was increased. The expiration of the specified period of time can be done with the timer 126 be measured, which in the controller 117 is included. Thus, when the fixed period of time is used when the ratio is to be reset to its original value, the timer is 126 an example of the fixed state detection section or the fixed state detector. Consequently, the ratio of the output of the drive assist motor with respect to the pedal force on his original value can be reset from the increased value without providing a detection section for a fixed value, separately from the controller for resetting the ratio. Apart from step S24, the in 9 Operations shown the same as in the first embodiment.
  • In the previously explained embodiments, the assist motor unit is 140 to the front wheel 106 attached. However, it is conceivable to provide a support motor unit on the rear wheel or the frame. If the support motor unit is provided on the frame, then z. B. the support motor unit are attached to the down tube or seat tube and drive the crank of the front chainring, the chain or the rear wheel.
  • In the above explained embodiments, the assist power control unit controls 119 or 219 the drive assist motor 142 or 242 based on the output of the pedal force sensor 95 or 195 which measures the torque acting on the crankshaft. Instead of the pedal force sensor 95 or 195 it is conceivable to provide a sensor which detects the low pressure force of a pedal or a sensor which detects the chain tension. The backup power controller 119 or 219 could then drive the drive motor 142 or 242 control based on the information of such a sensor.
  • In the previously explained embodiments, the internal transmission is electrically driven and the external transmission is cable operated. However, it is conceivable that the internal transmission is cable operated. It is also conceivable that the external transmission is electrically operated. In the case of an electric drive, it is conceivable to increase the ratio of the output of the drive assist motor with respect to the pedal force when a downshift is judged to be completed, after which it has been determined that a downshift has started. In the case of cable operation, it is conceivable that the ratio of the output of the drive assist motor with respect to the pedal force is increased when it is merely judged that the downshift is completed. Also, in the case of an electric drive, it is conceivable that the detection that has started downshifting is omitted and the ratio of the output of the drive assisting motor with respect to the pedaling force may be increased only when it is determined that a downshifting is completed.
  • In the above explained embodiments, it is conceivable to use the in 5 . 8th and 9 shown controls only if a bicycle speed is equal to or less than a specified speed. The set speed may be, for example, a speed at which a drive assist motor should be stopped, e.g. 4 km / h.
  • In the above explained embodiments, it is conceivable to vary the ratio by which the ratio of the output of the drive assist motor 142 is increased with respect to the pedal force, in step S3 of 5 , Step S13 of 8th and step S3 of 9 depending on whether the cruising speed of the bicycle is less than or equal to a first cruising speed, or greater than the first cruising speed. The ratio of the output of the drive assist motor 142 with respect to the pedaling force, more is increased when the cruising speed of the bicycle is equal to or less than the first cruising speed than when the cruising speed of the bicycle is greater than the first cruising speed. In this case, it is also conceivable that in 5 . 8th and 9 only be executed when the cruising speed of the bicycle is equal to or less than a second cruising speed which is greater than the first cruising speed.
  • In the embodiments explained above, the front gear position sensor is 198 on the front gearshift 190f and the rear gear position sensor 198r is at the rear gearshift 190r provided. However, it is conceivable to provide a front gear position sensor on the front transmission and a rear gear position sensor on the rear transmission. In such a case, when the transmission is cable operated, the front gear position sensor and the rear gear position sensor are z. B. configured to detect an angle of a multi-joint element in the joint structures of the transmissions. When the transmissions are electrically powered, the front gear position sensor and the rear gear position sensor are configured to detect a rotational angle of a motor or a transmission which serves to drive the respective transmission.
  • While only selected embodiments have been selected to describe the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made thereto without departing from the spirit of the invention as defined by the appended claims. For example, the size, shape, location or orientation of various components may be changed as needed and / or desired. Components that are directly connected or in contact with each other may have interposed structures therebetween. The functions of one element can be performed by two and vice versa. The structures and functions of one embodiment may be adapted for another embodiment. It is not necessary that all advantages be present in a particular embodiment at the same time. Any feature which is different and unique to the prior art, alone or in combination with other features, may also be considered as a separate description of another invention by the Applicant, including the structural and / or functional concepts formed by such features , Accordingly, the foregoing descriptions of the embodiments according to the present invention are given solely for purposes of illustration and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • JP 2012-087075 [0001, 0001]
    • JP 9-58569 [0003, 0004]

Claims (10)

  1. A bicycle control device configured to control a bicycle having a transmission and an electric drive assist motor that drives an impeller, the bicycle control device comprising: a pedal force detector which detects a pedal force; and a controller comprising a control section that controls the electric drive assist motor according to a pedal force detected by the pedal force detector, the control section increasing a ratio of output of the electric drive assist motor with respect to the pedal force when downshifting of the transmission is completed, and subsequently reduces the ratio of the output of the electric drive assist motor with respect to the pedal force.
  2. The bicycle control device of claim 1, further comprising a gear state detector configured to detect a transmission state of the transmission, wherein the control section determines whether the downshifting of the transmission is completed based on a detection result of the gait state detector.
  3. A bicycle control device according to claim 1 or 2, further comprising a gearshift configured to perform a gear shift operation of the transmission; and a gear state detector configured to detect a position of the gearshift switch, wherein the control section determines whether the downshift of the transmission is completed based on a detection result of the gear state detector.
  4. A bicycle control device according to any one of claims 1 to 3, wherein the control section reduces the ratio of the output of the electric drive assist motor with respect to the pedal force by resetting the ratio of the output of the electric drive assist motor in a state that existed before the ratio was increased.
  5. The bicycle control device according to claim 1, further comprising a fixed state detector configured to detect a predetermined state, and wherein the control section decreases the ratio of the output of the electric drive assist motor with respect to the pedal force after the detector for the specified one State has detected a specified state.
  6. A bicycle control device according to claim 5, wherein said fixed state detector detects said fixed state as a rotational speed of said crank of the bicycle exceeding a predetermined rotational speed, in particular said fixed state detector is a crank rotational speed sensor which detects the rotational speed of the crank of the bicycle.
  7. A bicycle control device according to claim 5 or 6, wherein said fixed state detector detects said fixed state, in particular, said fixed state detector comprises a timer due to an elapsed time after the downshifting of transmission has been detected as being completed.
  8. Bicycle drive system comprising: a transmission; an electric drive assist motor that drives an impeller; a bicycle control device comprising a pedal force detector that detects a pedal force; and a controller including a control section that controls the electric drive assist motor according to a pedal force detected by the pedal force detector, the control section increasing a ratio of output of the electric drive assist motor with respect to the pedal force when transmission downshifting is completed and subsequently reduces the ratio of the output of the electric drive assist motor with respect to the pedal force, before a subsequent gear shift operation.
  9. The bicycle drive system of claim 8, wherein the electric drive assist motor is configured to be attached to one of the bicycle wheels or the bicycle frame.
  10. A bicycle control method for controlling a bicycle having a transmission and an electric drive assisting motor that drives an impeller, the method comprising: Detecting a pedal force applied to the bicycle; Detecting a downshift of the transmission; and Increasing a ratio of an output of the electric drive assist motor with respect to the pedal force when the downshift of the transmission has been detected to be completed, and subsequently decreasing the ratio of the output of the electric drive assist motor with respect to the pedal force.
DE102013004886.9A 2012-04-06 2013-03-21 Control device for a bicycle, bicycle drive system and bicycle control method Active DE102013004886B4 (en)

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US8777804B2 (en) 2014-07-15
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DE102013004886B4 (en) 2015-05-28
CN103359251A (en) 2013-10-23
TWI478845B (en) 2015-04-01
TW201341260A (en) 2013-10-16
US20130267376A1 (en) 2013-10-10
CN103359251B (en) 2015-06-10

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